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(No Model.) 2 Sheets-Sheet 1';

. o. LANPHER.

Vacuum Brake, I

No. 243.074. Patented June 21,1881;

(NowMode L) 2 Sheets-Sheet 2.

G. W. LANPHER. Vacuum Brake.

No. 243,074. Patented June 21,1881.

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UNITED STATES PATENT OFFICE.

CHARLES W. LANPHER, OF NORWICH, NEW YORK.

VACUUM-BRAKE.

SPECIFICATION forming part of Letters Patent No. 243,074, dated June 21,1881.

Application filed April24,1880. tNomodel.)

To all whom a may concern:

Be it known that 1, CHARLES W. LANPHER, a citizen of the United States,residing at Norwich, in the county of Ghenango and State of New York,have invented certain new and useful Improvements in Automatic Vacuum-Brakes; and I do hereby declare the following to be a full, clear, andexact description of the invention, such as will enable others skilledin the art to which it appertains to make and use the same, referencebeing bad to the accompanying drawings, and to letters or figures ofreference marked thereon, which form apart of this specification.

My invention relates to improvements in automatic vacuum-brakes forrailroad-cars and other vehicles in which the normal pressure of theatmosphere is used as the motive force for applying and releasing thebrakes; and the objects of my improvements are, first, toprovide acylindrical or otherwise formed vessel in which a constant vacuum ismaintained when the motor is in operation, and in which there are placedpistons or other moving parts capable of being operated by theatmosphere as it rushes in when permitted to fill the vacuum; second, toprovide a brake-operating mechanism in the cylinder or other vessel ofwhich a vacuum may be maintained at pleasure upon either or both sidesof the pistons or moving parts, and into either side of which air can beadmitted at pleasure for applying or releasing the brakes; third, toprovide a brake mechanism in which atmospheric pressure and a vacuum aremade available for releasing the brakes and for returning the parts ofthe mechanism to their normal positions; fourth, to provide abrakemechanism which, when trains of cars are accidentally separated when inmotion, shall automatically apply the brakes to the rear or detachedportion, which is regarded as an important feature of my invention. Iattain these objects by the mechanism illustrated in the accompanyingdrawings, in which-- Figure 1 is a side elevation of a locomotive,tender, and one car, showing in part my improved mechanism appliedthereto. Fig. 2 is a plan view, showing a portion of a car, the brakecylinder in section, an auxiliary vacuumvessel, pipes which conduct theair to the brake-cylinder and from it to the exhausting apparatus, anairpump for maintaining a constant vacuum between the pistons and in theends of the cylinders, an ejector or any other air-exhausting deviceoperated by steam, which may be used, in conjunction with the pump orindependent of it, for removing the air from between the pistons and theends of the cylinder, with cocks or valves for controlling the egressand ingress of air from and to said cylinder, and flexible hose foruniting the pipes between the different cars or between the cars and theengine. It also shows the method of attaching the pistons or othermoving parts within the cylinder or other vessel to the brakes. Fig. 3shows auxiliary vacuumvessels with pipes for connecting them to eachother and to the brake-cylinder, with a valve for controlling thepassage of the air from one to the other or for preventing such passage;and Fig. 4 is a sectional view of a three-way cock for controlling thepassage of air through the conducting-pipes which extend from the engineto the diflerent cars of the train.

Similar letters refer to similar parts throughout the several views.

In constructing and applying my improved brake mechanism there isemployed an airpump, A, or an air-ejector, of any approved form ofconstruction, which may be placed under the foot-board of the engine, orin any other convenient location where it can be driven by anauxiliaryengine, with steam taken from the generator 5 or it may bedriven from some moving part of the locomotive or actuated in any otherknown and convenient manner. This pump or ejector is to be supplied withthe requisite valves for controlling the ingress of air thereto and itsegress therefrom, and it is connected by a pipe, Af,with a pipe,A whichhas two branches, A and A, connectingit to pipes A and A, the latterbeing attached to each of the cars of the train and connected betweeneach by means of 'flexible pipes or hose in the usual or any convenientmanner. Under each of the cars, and under the tenders, if desired, thereis'placed a cylindrical or otherwise formed'vessel, B, whichcontains twopistons, which, when the brakes are not applied to the wheels, are inthe positions shown in Fig. 2 of the drawings. These pistons or movingparts are to be suitably packed, so that no air can pass them whilebeing moved into their proper positionsfor applying the brakes, or whileholding them in their applied positions. The cylinder or vessel isprovided with heads, which are packed to prevent lea-kage, and have attheir centers apertures, through which pass rods B B to the outer endsof which chains or ropes are connected, which lead to rods the oppositeends of which are attached to the levers which operate the brakes.'lhecylinder above alluded to may be of ordinary construction, or of anyform that will permit the passage of the pistons or moving parts B B;but it is to have upon one of its sides a passage, 13", for conductingair to and from the ends thereof, or two branch pipes may be connected,one. at each end of cylinder, leading to main pipe A. To the centralportion of said cylinder there is attached a pipe, B, through whichcommunication is formed with the pipe A, and with the air or exhaustpump A, or its equivalent exhausting device, the arrangement of theseparts being such that when the pump or its equivalent is in operation,and the cars are connected to the engine, a constant vacuum ismaintained in said pipes A and A, and in that portion of the cylinderwhich is between the pistons, and also on the outer sides of thepistons, or in ends of cylinder.

As an auxiliary to the pump A, but capable of being used as anindependent device in case of any derangement of said pump or itsequivalent, there is placed upon some convenient part of the generatoror upon some portion of the tender or train an ejector, G, or equivalentdevice, which in the example here shown is illustrated as being attachedto the generator between the driving-wheels and near the engineersposition when on duty, and which is connected with'the generatorby apipe which conducts the steam to it. It is also connected with the pipesA and A in such a manner that the air may be by it exhausted from themand from theeylinder B. It is obvious, therefore, that should the pump Aor its equivalent become disabled, or its parts deranged, the

' ejector or its equivalent may be brought into use and a vacuummaintained in the pipes and cylinder; and it is also obvious that eitherof the exhaust devices may be used separately for maintaining thevacuum, and that should either of them become partially or whollyinoperative the other may be relied upon as a means of maintaining suchvacuum in the pipes and cylinder. Any suitable form of ejector orequivalent exhaust device may be used for this purpose, it being onlyrequisite that its construction be such that it shall act upon the airin such a manner as to exhaust it, as above described, and that it shallbe furnished with a cock or valve, 0 for preventing the ingress of airto the pipes when the exhaustion is being performed by its alternativeor principal exhausting device.

In order that the above-referred-to functions may be performed by thedevices named, there is placed in each of the branch pipes A and A athree-way cock or a valve which is capable of closing the communicationbetween the exhaust devices and the pipes A and A or either of them, atthe pleasure of the operator. One form of such device is shown in Fig. Aof the drawings, which consists of a three-way cock, and is designatedin said figure and in Fig. 2 by the letters and figures O and C Therelation of the cooks or valves 0 and O to the pump A, ejector G, pipesA and A, and the cylinder 13 is such that when it is desirable toexhaust the air from the cylinder for the purpose of applying thebrakes, the keys of said cocks are placed in the position shown in. Fig.4, so that a free communication exists between the pump or otherexhausting device and cylinder, and eonsequenly the air will beexhausted therefrom and from the line of pipes A and A at which time thecooks of valves 0 and 0 will be so arranged as to exclude the air fromsaid pipes, and the pistons will be at or near the ends of the cylinderB, and when it becomes necessary to apply the brakes all that isrequired is to change the position of the key in cock 0*, so as toestablish a communication between the atmosphere and the pipe A and alsoby the same motion closing communication with the exhaust devices, whenthe air will rush in and fill said pipe and pass through the passage Bto the ends of the cylinder and thus force the pistons toward eachother, which will have the effect to apply the brakes and keep them setas long as desired; and as during all of this time the air-exhaustingdevice is in operation a vacuum will be maintained between the pistonseven though some air should leak past them.

It will be observed that for maintaining the vacuum under thecircui'nstances just named, either the pump or the ejector, or both, orany known exhausting device or devices may be used.

WVhen it becomes desirable to release the brakes it is only necessary toturn back the three-way cock 0 to its original position, so as to opencommunication through pipes A to the pump or its equivalent and also topipe A, thus forming an equilibrium of pressure on both sides ofthepistons, when the springs usually applied to the brakes will at oncebring the pistons back to the ends of the cylinders. Should it becomenecessary, however, to instantaneously release the brakes for thepurpose of avoiding an accident, the three-way cock 0 may be turned,(after the cock 0 is turned to its original position, as abovedescribed,) closing the communication to the exdent that the pistonswill be instantaneously forced outward to the ends of the cylinder, thusreleasing the brakes, as described.

The couplings for connecting the pipes of the difl'erent cars of thetrain and the train to the engine, as before stated, are to be flexible,

' so as to permit the cars to swing from side to side of the trackwithout straining the pipes, and one of them is to be provided withvalves which open outward, so as to prevent the admission of air in caseof the accidental parting of the train, they being arranged in the usualmanner, so as to be kept open by eachother when the train is properlycoupled together. This form of coupling and valves being well known neednot be further described here. It is necessary to state, however, thatin brake mechanism of the type herein described the valves above alludedto are to be used in only one of the pipes, the couplings in the otherbeing without any in order that the air may pass freely through it forapplying the brakes and for releasing them in case of emergency, asabove stated.

In making provision for automatically applying the brakes in the eventof a parting of the train when in motion, there is provided upon eachcar an auxiliary vacuum-chamber,

D, in which there is formed and maintained a vacuum, by the pump A orejector (J, or their equivalents, acting through the pipe A the point Din the pipe which connects the chamber D with the pipe A there is placedan automatically-operatin g valve, which, when air is being admittedthrough the cock 0 for applying the brakes, is closed by the pressure insaid pipe, and it is also closed by the same process when any of thecouplings in the line of pipes A are separated. The chamber D is alsoconnected with the cylinder B, at or near its center, as shown in Fig.2, so that as said cylinder is exhausted chamber D will also beexhausted of air, and thus made to act as-an auxiliary to the-cylinder,and hence, if any air should leak into said cylinder that was not atonce removed by the exhausting mechanism, it would become highlyrarefied by having a large space in which to expand, and would offer butlittle resistance to the movements of the pistons in cylinder B.

It will be seen that in the event of the train becoming separated at anyone point the valve in the coupling of pipe A of the forward part of thedetached portion would be closed by the pressure of the atmosphere uponits outer surface, aud hence such car and all behind it would have avacuum formed in their pipes of that line and in their cylinders, aswell as in their auxiliary chambers, and that, owing to the fact thatthe line of pipes A have no valves in them, air would rush into saidcylinders and apply the brakes to the cars of the detached portion ofthe train. Air would also rush into pipes A on the part of the trainattached to the locomotive, and at once apply the brakes, therebynotifying the engineer of a detachment, when he could, by turning thecook 0 instantly release the brakes and permit that portion of the trainto move on, if desired. In this case the engineer has full control ofthe brakes on the forward detached portion of the train.

I have contemplated the use of one or more auxiliary vacuum-chambers andthe requisite pipes and valves for connecting them to each other, asshown in Fig.3; but it is probable that by the use of a brake-cylinderof the proper dimensions such auxiliary vacuum chamber or chambers maybe dispensed with. I however reserve the right to use one or more suchchambers if it be found necessary.

I am aware that it is not novel to employ two lines of pipes inconstructing a brake mechanism, or touse two pistons in acylinder inwhich a vacuum is formed between said pistons by means of an ejectoroperated by steam, and hence I do not claim, broadly, such devices orthe combination thereof irrespective of the functions performed butHaving thus fully described my invention, what I do claim, and desire tosecure by. Letters Patent,is

l. Inbrake-operat-ing mechanism, the combination of a cylinder or othervessel in which aconstant vacuum is maintained when in operation betweentwo pistons or other moving parts and also between the outer surfaces ofsaid pistons or parts and the ends of the cylinders, except when air isadmitted to their outer surfaces to apply the brakes, or when air isadmitted between them for releasing the same, pipes for conducting airfrom and to said cylinder or other vessel, and a pump or otherexhausting device or devices arranged substantially as described,whereby said exhaustingdeviees are rendered capable of being usedjointly or separately, substantially as set forth.

2. In braking mechanism for railroad-cars and other vehicles, thecombination of a cylinder, having in it two pistons or moving parts forapplying the brakes, two separate and independently-operating lines ofpipes for conducting air to and from said cylinder, and one or moreair-exhausting devices, the parts bein g arranged substantially asdescribed, whereby a vacuum may be maintained in the cylinder upon bothsides of the pistons or'moving parts at pleasure, or upon one side ofeach only, as set forth, and for the purpose specified.

3. In a braking mechanism, the combination of a cylinder or other vesselhaving in it two pistons or other moving parts for applying andreleasing the brakes, two separate and independently-operating lines ofpipes, one of which is provided with automatically-operatin g valves foruse when the train is accidentally separated while running, the otherline being without valves, and an air-exhausting device for maintaininga constant vacuum when the train is coupled together and in nic tion,but whereby, when it is desirable to instantaneously release the brakes,air may be admitted between said pistons or other moving parts,substantially as set forth.

4. In a brake mechanism,the combination of a cylinder or other vesselhaving three vacuum-chambers, in all of which a constant vac uum ismaintained when the train is in motion and the brakes are not requiredto be applied to the wheels,one or more auxiliary vae-- uum-reservoirs,pipes leading from said reservoirs to the cylinder or other vessel, anda line of pipes without valves leading from the cylinders placed uponthe cars to the exhaustin g device or devices,wherel' y, when the trainis accidentally separated when. in motion, air is automatically admittedto the brake-cylinders or other vessels of the detached portions of thetrain, and is made to arrest the motion thereof, substantially as setforth.

5. In a brake mechanism, the combination of two lines of pipes, A and Athe latter being provided with automaticallyoperating valves in itscouplings, the former being without valves, both lines of pipes beingconnected with the air-ejecting mechanism, but capable of separate andindependent operation, and the three-way cocks G and O, the parts beingarranged for operation substantially as set forth.

6. In a brake mechanism, the combination of two lines of pipesextending, when united, the entire length of the train, flexiblecoupling-hose, cocks or valves for regulating the flow of air from andto the brake-cylinder, and an air-pump or equivalent air-exhaustingdevice, the parts being arranged as described, whereby they are madecapable of joint or separate operation at pleasure, as set forth.

7. In braking mechanism, the combination of an air-exhausting device orof air-exhausting devices, a line of pipes for conducting the air to andfrom the mechanism, and a cylinder or other vessel containing pistons orother moving parts, the arrangement being substantially such as isherein described, whereby air is removed from and admitted to thevacuumehambers in the cylinder or other vessel, and is made to act uponone or both sides of the pistons, substantially as and for the purposesset forth.

In testimony whereof I aEfix my signature in presence of two witnesses.

CHARLES W. LANPI-IER.

Witnesses:

Sims. 0. WAIT, EDMUND B. THOMAS.

